Internal combustion engine



March 28, 1944. F, L, KNOWLES 2,345,268

INTERNAL COMBUSTION ENGINE Filed April 18. 1942 5 Sheets-Sheet 1 m www March 28, 1944. F. l.. KNowLEs INTERNAL COMBUSTION ENGINE Filed April 18, 1942 5 Sheets-Shes?l 2 Inventor ff L. KMA/5 March Z8, 1944. F, L. KNOWLES INTERNAL coNBusTIoN ENGINE 5 Sheets-Sheet 3 Filed April 1B, 1942 Inventor @www s iig? Horuqy l Fifa L. Waff/.5

March 28, 1944. F KNOWLES 2,345,268

y INTERNAL CQMBUSTION ENGINE Filed April 18, 1942 5 sheets-www4 Inventor March 28, 1944. F, KNOWLES 2,345,268

INTERNAL COMBUS TION ENGINE Filed April 18, 1942 5 Sheets-Sheet 5 Inventar Patented Mar. 28, 1944 UNITED STAT ES j l OFFICE 2,345,268 l ,INTERNAL coMBUs'rIoN yENGINE Fred L. Knowles, Fort Dodge, Iowa Application April 18, 1942, Serial No. 439,601

7 Claims. .(Cl. 12B-'80) My invention relates to improvements in internal combustion engines of the rotary sleeve valve type.

The invention is designed with the principal object in View -of providing 'a high speed, high compression, vcool running engine, capable of maximum power output at both low and high altitudes with a minimum of friction and operating parts and with lower fuel consumption than present day internal combustion engines.

Other and subordinate objects are also comprehended by my invention, all of which, together with the precise nature of my improvements, will be readily understood when the succeeding description and claims are read with reference to the drawings accompanying and forming part of this specification.

In said drawings:

Figure 1 is a view in longitudinal section of an internal combustion engine -constructed in accordance with my invention,

Figure 2 is a view in 'transverse vertical section taken on the line v2&2 of Figure 1,

Figure 3 is a detail View in horizontal section taken on the line 3--3 oi Figure 1,

Figure 4 is a similar View taken on the line 4-74 of'Figure f1,

Figure 5 is a detail view in top plan of two contiguous 'cylinder heads and partsrelated thereto,

Figure 6 is a view in vertical longitudinal section taken through one of the oil separators,

Figure '7 isa view 'in transverse section taken on the line 1--1 of Figure "6,

Figure 8 is a similar view taken on rthe line 'Figure '9 is a view in bottom plan of one of the cylinder heads,

Figure 10 is a view in horizontal section taken through one of the pistons,

Figures '1'1 to "17 are diagrammatic views illustrating the operations occurring in different phases of a single cycle-of operation of the crank shaft and one piston'.

Referring now-to 'the drawings by numerals, my improvements have "been shown therein as embodied in a 'four-cycle, 'four-cylinder in line engine. The crank case of the engine comprises, as is usual, thev 'upper and lower sections I, 2 bolted together, as at 3, and provided with end bearings, as at 3:', "for the crank shaft 4, the cranks 5 of which are arranged in the usual angular relation in a four-cycle engine, that is to say, with the pair of end cranks 5 arranged cpposite in 180 angular relation -to 'the pair of intermediate cranks. The crank shaft 4 carries at its rear end the usual lstarter gear 6. Intermediate the cranks 5 the 'crank shaft 4 is constructed and arranged to provide ldiametr'ically enlarged hollow portions, as at 1, journaled in intermediate bearings -'8 provided in the Crank case and suitably formed for assembly with the crank shaft.

Wrist pins 9 connect 'the lower ends of the Vconnecting rods I Oto fthe cranks 5. The connecting rods I-'D are provided with upper ball-like ends Il forming part of ball and socket joints in the lower ends of reciprocating pistons I2.

The pistons l2 comprise 'concave heads I3, axial pedestal cores 'Il depending from said heads and carrying the sockets I5 of the ball and socket joints, radial cooling fins IE extending between 'the pedestal core I4 yand the inner walls ofthe pistons, andnarrow cooling fins I1 extending from said wall intermediate the fins AIt, all

as-best shown in Figure 10. The 'pistons 'l`2 are provided with suitable piston rings I8 and work in tubular sleeve valves I'B rotatable vin cylinders 20 arrangedv line and in spaced relation in a cylinder block 2| bolted, as at 22, "on top of the uppersection I of the crank case.

The cylinder block 2| is of hollow honeycomb construction and at rthe ends thereof and intermediate the cylinders 2|) embodies suitab-le vertical cooling ns '23, as shown in Figure 4.

'I'he cylinder heads Y24 vvalso form heads for the sleeve valves -|9. Each cylinder head 24 is of dished form with an upper edge flange 25 iitting inthe top of the cylinder 20 and is threaded into the upper end of the related sleeve valve I9 with its flange 25 fitting in the upper end of the cylinder 2I'l and bearing on top of said 'sleeve valve I9. A packing ring '26 is mounted in the ange 25 to form a seal between the same and the cylinder 20. Each cylinder head 24 is formed with a reduced upwardly tapering center dome 2'I into the top and center of Which the spark plug 28 is threaded and which forms 'an upwardly tapering compression chamber 29 `in said head. Thus, a uniformly shaped combustion chamber is provided inthe head with the spark 'plug equidistant from all parts of the top of the piston.

4Radial spirally arranged iins v3!) rise from each head 24 and extend out over the cylinderl A2l] in arrangement such that under rotation of the heads 25 air is blown 'by said fins up around the cylinders through the lfins 23. A vertical tube 3| is set into the fins 23 of each head, above the dome 21, to house the spark plug 28 and down which air is sucked by the ns 33 thereby further maintaining the heads 24 cool also to cool said spark plug.

The sleeve valves I9 are rotated by reduction gearing at one-fourth the speed of rotation of the crank shaft 4.

The reduction gearing comprises a pair of like bevel gears 32, 33, one fast on the crank shaft 4 and the other fast on the lower end of a vertical jack shaft 34 suitably journaled in the upper crank case section and in the base of the cylinder block 2| at thefront end of the engine, The jack shaft 34 drives a gear train comprising a small gear 35 fast on said jack shaft. The sleeve valves I9 are geared together adjacent their lower ends by larger gears 36. surrounding said valves, respectively, and threadedthereon.

cylinder block 2|, respectively, and which embodies upwardly inclined nipples 49 suitably arranged so that each branch communicates with the intake ports 39 on one side of the cylinder' block 2|.

A dual exhaust manifold with horizontal branches 50 on opposite sides of the cylinder block 2| is provided with nipples 5| whereby each branch communicates with the exhaust ports 4| on one side of said cylinder block 2|.

A particular featurevof my improvedengine is a supercharge unit including a dual supercharge inlet manifold having horizontal branches 52 disposed upon opposite sides of the cylinder block 2|,

I9. The small gear 35 meshes'withthe gear36 of the front end sleeve valves I9. The gears 36 are suitably accommodated in the base of the cylinder block 2 The jackshaft 34, gearing 32; 33 and gear 35 may be duplicated at the other end of the engine, the gear 38, corresponding to the gear 35, meshing with the gear 36 on the rear en d sleeve valve|9, as will be understood. The Vgears 35, 36, 38 are driven in the direction indicated by the arrows in Figure 3.

The cylinders 20, cylinder heads 24 and sleeve valvesl |9 are ported asfollows:

A pair of vertically elongated, slot-like, fuel-intake ports 39 are provided for each cylinder 29 in the cylinder block 2| upon opposite sides of the latter and upon diametrically opposite sides of the cylinder. The intake ports 39 are arranged tangentially of the cylinder 20 to increase turbulence of the fuel in the cylinder under suction, the advantage of which will be manifest. For each cylinder 2|'| there is also .provided in the cylinder block 2| a pair of Vsupercharge inlet ports 40, similar to intake ports 39, and similarly arranged vbut succeeding theintake ports 39 as regards the direction of rotation of the sleeve valve I9. 'I'he supercharge inlet ports .40 are tangentially arranged inthe cylinder block 2| for the same purpose as intake lports 39. Also, for each cylinder 2i),A there is provided in the cylinder block 2| a pair of exhaust ports 4| constructed and arranged similarly to ports 39, 40, but wider and in advance of the fuel intake ports 39 as regards the direction of rotation of the sleeve valve.

Each cylinder head 24 and sleeve valve I9 is provided therein with `a pair of radial, diametrically opposite scavenging ports 42 extending from the combustion chamber 29 in substantially horizontal alignment with the terminals of the Y percharge inlet ports 4|, 39, 4|) successively. ,i

Adjacent the bottom end thereof, each sleeve valve I9 Ais providedbelow the lowest limit of travel of the piston, at 90 intervals with ports 45 `which are designed to register with lateral crank case intake and outlet ports 46, 41 extending through the upper ycrank case section 2| and arranged, a pair v,of each on each side of each cylinder 29, all for apurpose presently apparent.v

A dual intake manifold is provided, with horizontal branches 48-upon opposite sides of the respectively, kwith downwardly inclined nipples 53 establishing communication between each branch `and rthe supercharge inlet ports 40 on each side of the cylinder block 2 I As best shown in Figure 2, the beforementioned ports 43 in thc. cylinders I9 open into the nipples 53 of the supei-charge manifold branches 52 .and rfora purpose presently seen.. f

An oil separator 54 is provided on one endV of each branch 52 of the supercharge inletmanifold and which comprises a longitudinally tapered casing 55 having a fiat larger endv 56, the branch 52 extending part wayintosaid casing axially thereof, through said`I end. `A seriesrof baffle plates 5l are mounted on the branch 52 inv `the casing 55 and are spaced alongthe branch, said plates being of different diameter .and s uitably designed for collecting oil thereon to separate the same from gas fed into theV casing. A pair of manifold pipes- 58 .extend Yalong the sides of the cylinder block V2| -one on each side and one of which communicates with ports 46 and the other with ports 4T, on each side of the block 2|. Crank case discharge pipes 59 extendupwardly from the-manifold. pipe- 58- for. the ports 46 to the oil separator casings 55v and opens therein at one side of the same and into the larger ends thereof. The manifoldpipes.V 58 for'the ports 4lV are connected` to thevcarburetors, not shown, through the manifold branches, by

' risers 60. l

y Oil separated in `the casingsv 55 discharges through a pair of oil discharge lines 6| .depending from the bottomsof said casings atnthe larger ends thereof and leading to a pair-of oilstorage tanks 62 located at opposite sides of the crank case of theengine. The. oil storage tanks 62. are connectedat the .bottoms thereof by a pair` of lateral fuel lines 63`to an oil feedmanifold pipe 64 extending horizontallysunder, the-4 crank case longitudinally and centrally thereof. Risers 65 extend upwardly from said pipe-64 through the bottom of the crank case into and through the crank shaft bearings 8. Radial ports 66 in the intermediate portions of the crank shaft provide for forced feed of oil from the -risers 65 into said portions 1 and out of the same to said bearings B. The end bearings 3' are lubricated by oil from the crank case in the usualmanner. .The wrist pins 9 and cranks 5 are provided withvdiagonal oil ducts 61 communicating with the intermediate hollow portions 1 ofthe .crank shaft 4, whereby oil is fed from the portionsl to,the wrist pin bearings. .Y

The intake manifoldl branches 48 are designed to draw fuel from a primary carburetor supplying a higher than chemically correct mixture, which is to say a rich mixture, for easy starting and smooth running at slow, speeds. The supercharger manifold branches 5,2 are designed to be supplied from a secondary., carburetor supplying power at higher speeds and for increasing ythe speed of combustion thus making higher speeds possible. Since the carburetors form, per se,

no part of the invention, it hasnot been deemed necessary `to illustrate the same.

The operation of -my improved engine wil-l `now be described with particular reference to Figures 11 to 17, illustrating diagrammatically the operations occurring in connection with one piston I3, sleeve valve 9 and cylinder l2l), :at 4different phases in a cycle of operation of the crank shaft V4.

As illustrated Ain FigureV 11, at approximately deg-rees before upper dead center of a `'crank sha-ft 5, the sleeve valve I 9 rotates the ports 44 so that they begin to register with the intake ports 39 of the cylinder 20 to open said ports 39. The intake Aports 39 remain open until the `crank i5 reaches approximately 50 degrees lpast horizontal center position, thusv drawing in gas from the primary carburetor. During this phase `of operation ports 42 in cylinder head 24 are closed. Dur-I ing this phase, as shown -in Figure 12, ports 44 move past intake ports 39v and a port 45 lin sleeve valve I9 registers with a crank case intake port 46 vfrom horizontal center to lower dead center, ports 42 still remaining closed.

At this point, as shown in Figure 13, ports 44 register with supercharge inlet ports 40 and gas under pressure in the supercharger manifold, for reasons presently seen, is forced into the cylinder above the piston I2 with a swirling action around the walls of the sleeve valve I9 and the combustion ychamber 29.

At degrees past bottom dead center of the crank shaft 5, as shown in Figure 14, the ports 44 pass supercharge inlet ports and close same during the compression stroke. As the concave top piston I2 approaches the cylinder head 24, it drives the gas inwardly into the combustion chamber 29, thus providing for turbulence of gases in said chamber, high compression, and at the same time reducing the action of heat on the cylinder walls and sleeve Valve walls during initial combustion.

The power stroke now takes place, at the end of which, with the crank 30 degrees before lower dead center, the ports 44 register with the exhaust ports- 4I which are thus opened and remain open, as shown in Figure 15, until the crank reaches 5 degrees past upper center, as in Figure 16.

At 90 degrees past lower dead center, as shown in Figure 16, ports 42 in cylinder head 24 begin to open to ports 45 and admit a cool mixture under pressure from supercharger manifold branches 53, which mixture blows over the spark plug terminal cooling the same and also blows downwardly into combustion chamber 29 driving out burned gases as the piston rises forcing exhaust gases from the combustion chamber so that at the end of the exhaust stroke the combustion chamber is lled with cool gas air mixture instead of hot burned gases. This constitutes a scavenging operation eliminating such hot gases, and adding to efficiency in operation for reasons which will be manifest.

On the compression, upstroke, as shown in Figures 14, 15, 16 and 1'7, ports 45 in sleeve valve I9 open to crank case intake ports 4'I so that fuel mixture is sucked from the carburetor manifold 48 into the crank case. On the down stroke, as best shown in Figures 12, 13, ports 45 open to crank case outlet ports 46 and the fuel mixture in the crank case is forced through pipes 59 and into oil separator casings 55. Here the oil picked 'up by the mixture in the crank case is separated from the gas, by centrifugal action, since it is forced into thecasing 55 at one side thereof, and also by impact with baille plates 5I. This separation yleaves in the vcasings 55 only a -ne oil mist and gas air mixture to be fed to the supercharger intake manifold branches. The separated oil goes into the motor bearings by way of the pipes 6I and tanks 62.

' As will 'be seen, for each power stroke of the piston, there are two charges of gas air mixture vpumped from -the crank case into the supercharger inlet manifold. Thus, at high speeds or at -high laltitudes maximum pressure in the supercharger intake manifold is maintained. Oil separated by the oil lseparator passes into the oil tanks 62 -under the same pressure as vthe gas pres sure in the supercharger manifold. This oil is delivered under such pressure to the motor bearings without the use of a mechanical oil pump.

lAs will bel seen, the spark plugs 28 revolve with the cylinder Vheads 24 and sleeve valve. The electrodes 68 are formed with crank-like upper terminals S9 which revolve past a bus bar 19, comprising a charged line, from the battery -or other lsource of electrical energy.

The foregoing will, it is believed, suffice to impart a clear understanding of my invention, to-

gether with the advantages thereof.

Manifestly, the invention, as described, is susceptible of modification, and right is herein reserved to all such modifications falling within the scope of the subjoined claims.

' What I claim is:

l. In an internal combustion engine, a cran-k case, a crank shaft in said case, cylinders in line 'on said case, sleeve valves rotatable in one-direction in said cylinders, reciprocating pistons in said valves and operatively connected to said crank shaft, diametrically opposite series of ports in each cylinder, each series comprising an exhaust port, a fuel intake, and a supercharge inlet port arranged successively in each series in the order named and in the direction of rotation of said valves, diametrically opposite series of vertically spaced ports in the sleeve valves, and operating connections between said crank shaft and valves for rotating the series of ports therein past the series of ports in said cylinders.

2. In an internal combustion engine, a crank case, a crank shaft in said case, cylinders in line on said case, sleeve valves rotatable in one direction in said cylinders, reciprocating pistons in said valves and operatively connected to said crank shaft, diametrically opposite series of ports in the side walls of each cylinder, each series comprising an exhaust port, a fuel intake, and a supercharge mixture inlet port arranged successively in each series in the order named and in the direction of rotation of said valves, diametrically opposite series of vertically spaced ports in the sleeve valves, and operating connections between said crank shaft and valves for rotating the series of ports therein past the series of ports in said cylinders at the rate of one power stroke to two charges of gas-air mixture, said connections comprising reduction gearing.

3. In an internal combustion engine, a crank case, a crank shaft in said case, cylinders in line on said case, sleeve valves rotatable in one direction in said cylinders, reciprocating pistons in said valves and operatively connected to said crank shaft, diametrically opposite series of ports in the side walls of each cylinder, each series comprising an exhaust port, a fuel intake, and a supercharge mixture inlet port arranged successively in each series in the order named and in the direction of rotation of said valves, diametrically opposite series of vertically spaced ports in the sleeve valves, and operating connections between said crank shaft and valves for rotating the series of ports therein past the series of ports in said cylinders at the rate of one power stroke to two charges of gas-air mixture, dual supercharge supply manifolds for supplying a carbureted mixture to the supercharge inlet ports upon opposite side of said side walls of the sleeve valve and cylinder, respectively, heads for said cylinders,

and means to intermittently establish communication between said manifolds and said cylinders through said ports in said side walls.

4. In an internal combustion engine, a crank case, a crank shaft in said case, cylinders in line on said case, sleeve valves rotatable in one direction in said cylinders, reciprocating pistons in said valves and operatively connected to said crank shaft, diametrically opposite series of ports in the side walls of each cylinder, each series comprising ankexhaust port, a fuel intake, and a supercharge mixture inlet port arranged successively in each series in the order named and in the direction of rotation of said valves, diametrically opposite series of vertically spaced ports in the sleeve valves, and operating connections between said crank shaft and valves for rotating the series of ports therein past the series of ports in said cylinders at the rate of one power stroke to two charges of gas-air mixture, dual supercharge supply manifolds for connecting a carburetor to the V supercharge inlet ports upon opposite sides of said side walls of the sleeve valve and cylinder, respectively, heads for said cylinders, and means to intermittently establish communication between said manifolds and said cylinders through said side walls, said side 'walls revolving with said sleeve valves. Y

5. In an internal combustion engine, a crank case, cylinders arising from said case, rotary sleeve valves in said cylinders, reciprocating pistons in said valves, means to feed a supercharge fuel mixture into said sleeve valves under suction created by said pistons and controlled by rotation of said valves at the rate of one power stroke to two of gas-air mixture.

6. In an internal combustion engine, a crank case, cylinders arising from said case, rotary sleeve valves in said cylinders, reciprocating pistons in said valves, meansl to feed a supercharge fuel mixture into said sleeve valves under pressure created by said pistons and controlled by rotation of said valves at the rate of one power stroke toV two of gas-air mixture, and means to feed the supercharge fuel mixture to said crank case under suction created by said pistons to cool the pistons from the bottoms thereof and the lower parts of the sleeve valves. r

7. In an internal combustion engine including means providing carbureted mixture, a crank case, cylinders on said `crank case, pistons in said cylinders, a supercharger forfeeding said carbureted mixture to said cylinders, an oil supply tank communicating with said crank case, means to feed said carbureted mixture to said crank case under suction created by said pistons, means to expel the mixture from said crank case under compression created by said pistons in said crank case, and means to separate oil from said expelled mixture and to deliver the same to-said tank, said first means comprising rotary controlling valves in said cylinders.

Y FRED L. KNOWLES. y 

